Odometer



May 29, 1923. 1,456,513

J. K. OLSEN ODQMETER Filed March 30 1922 i Ia-EA Patented May 29, 1923.

UNITED STATES PATENT OFFICE.

JOHN K. OLSEN, OF CHICAGO, ILLINOIS, ASSIGNOR TO STEWART-WARNER SIEEDOM- ETER CORPORATION, OF CHICAGO, ILLINOIS, A CORPOHATION OF VIRGINIA.

ODOMETER.

Application filed March 30, 1922.

T 0 all whom it may concern:

Be it known that I, JOHN K. OLSEN, a citizen of the United States, having residence in the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Odometers, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

The purpose of'this invention is to pro vide an improved construction in an odometer of the type having a continuous indication train and a trip train and means for resetting the trip train. It consists in the elements and features of construction shown and described, as indicated in the claims.

In the drawings Figure 1 is a plan view of an instrument embodying this invention with the outer casing or cover removed and certain parts shown in section axial with respect to the main shaft.

Figure 2 is a section at the line, 2-2, on Figure 1.

Figure 3 is a detail section in the same plane as the section at the corresponding parts on Figure 1, showing a detail modification.

In the drawings there is shown an odometer having a frame or casing member, A, having end standards, A and A in which the main dial-carrying shaft, B, is mounted.

'The journal bearings for this shaft are provided in these end standards respectively by bushings which are screw threaded into axially bored from the inner end to receive and journal the left hand end of the shaft, B, and for housing a coil spring, D, for which an axial bore is provided in the left hand end of the shaft, B, said spring reacting for thrusting the said shaft to the right, and yielding to permit it to be thrust into the left for resetting. In the right-handend standard, A the bushing for journaling the shaft is shown at E, the standard being bored and threaded entirely through its thickness so that the bushing can be screwed in from the outer end to any distance. At the outer end portion the bushing is reduced in diameter and threaded for receiving a jam nut, E set against the end of the boss, a of the standard into which the bushing E, is screwed. On the shaft,

Serial No. 548,240.

is shown at 7L said shaft being iournaled in the bearing, A formed integrally with the frame, A. Driving movement is communicated to the train from the gear, H, through the medium of the mutilated or singletoothed gear wheels, K K and K and the speed-reducing or carrying pinions, L L and L on the counter-shaft, 1, on which also are the carrying pinions for carrying decimally from dial wheel to dial wheel, of the continuous indicating train, as well as the trip train. These s eed reducing or carrying means are fami iar and need. not be further described, and are here indicated only conventionally or in outline. It will be understood that the first mutilated or single toothed gear, K is rigid with the gear, H, and that the remainder of the wheels are loose upon the shaft, B. The third speed reducing gear, K has a splineand-groove engagement with the shaft by means of a pin or spline, f, engaging a longitudinal groove, Z), in the shaft at the normal position. of the parts; and the shaft, B, has a circumferential groove, 5 positioned for engagement with the spline pin, f, when the shaft is thrust inward longitudinally for resetting,compressing the spring, D,-so that the shaft may be rotated for resetting without operating the continuous indication train. The construction in these respects is substantially identical with that of my application No. 533,175 filed February 1, 1922, and now pending. J is a spacer on the shaft, B, between the third dial wheel, G of the trip train and gear, H, having no other purpose except to facilitate the process of manufacture and assembling by constituting a member which can be promptly dressed as to its thickness to accurately occupy with the dial wheels the space on the shaft between the end standards so that the spline pin, f, shall register correctly with the groove, 6 at the inthrust or i setti position oi the shaft, thus providing r unavoidable variations which may amount to a few thousandths of an inch in the dimensions of the frame or its wheel contents.

As a further means ot iring the correct registration or the spline pin, 2", in the groove, Z), and in the groove, 6 at the respective positions of the shaft, in view of the convenience of assembling, the construction of the journal bearing bushing, E, for the right hand end of the shalt, is as shown and partly already described,-that is, such t the bushing may be screwed in from the right hand end of the frame to any proper distance along the bushing; and there is provided in the bushi a chamher, as seen at 0 about the portion of the shaft in which there are "formed two grooms, o and 6 for engagement by a spring key, M, seen most clearly in Figure 2, this key being positioned longitudinally oi: the shaft axis by being housed closely in the bushing, so that as the shaft is thrust or pulled endwise, the spring key snaps over from one groove to the other, position re the either for normal operation oi In the form shown in Figures 1 and Q, bushing is constructed for providing this housing for the spring key, i l, by being made in two parts or members, to the outer or principal member of which the reference letter, E, is applied, the inner member being shown at E. Both members are threaded for screwing into the threaded aperture in the frame, and they are provided at their proximate ends or tacos with means for interlocking, consisting of two lugs, e, e, projecting from the main bush= ing member, E, and 6 e projecting from the auxiliary bushing member, E, the lugs of one pair standing in circumferential order between the two lugs of the other pair, so that the rotation of the main bushing member, E, in either direction will rotate the auxiliary member, E in the same direction and substantially without lost motion. These lugs by their length serve as spacers for spacing the two bushing members apart to form and definitely dimension the housing for the spring key.

In the form shown in Figure 3 the same function of the bushing member as a means of carrying the spring key, M, is eflfectcd by providing in the chamber, a, a filler or collar, ll, whose axial length adapts it to cover and mask the right hand end groove, 6 when the shaft is at its normal or outward position; and a thin washer, E is engaged with the bushing near its inner end where the bushing is provided with a shoulder, a for lodgment of the washer which is secured by staking over the end of the bushing onto the margin of the washer, as clearly seen in Figure 3.

be necessary to sccuratrly adjust the i it for registering ot the spline, f, with the grooves, i5 and 6 at the proper time, and will then be secured in adjusted position by the jam nut, E

1. in an odometer having a continuous indication train and a trip train, and having a shaft for the trip train which is arranged to be thrust longitudinally a substantial. distance for disengagement from the continuous train for resetting the trip train, in combination with a frame or casing, a bushing mounted and longitudinally adjustable in said frame, a journal bearing distinct from the bushing supported and longitudinally stopped therein, the trip train shaft journaled in said bearing and means for yieldin l holding it at a plurality of positions longitudinally therein; whereby said shaft is carried longitudinally with the longitudinal adjustment of the bushing, separately and independently of its adjustment from one to another of its several positions in the journal bearing and means for securing the bushing at adjusted position in the frame.

2. In an odometer having a continuous indication train and a trip train, and having a shaft for the trip train which is arranged to be thrust longitudinally a substantial dis tan e for disengagement from the continuous train for resetting the trip train, in combination with a frame or casing, a journal bearing, means by which it is mounted and longitudinally adjustable in the frame and means for securing it at adjusted position; the trip train shaft journaled in said bearing, and means for yieldingly holding it at a plurality of positions longitudinally therein; whereby said shaft is carried longitudinally with the longitudinal adjustment of the bearing, separately and independently of its adjustment from one to another of its several positions in said bearing.

3. In the construction defined in claim 1, foregoing, means by which the bushing positions the shaft, comprising a spring key carried by the bushing. and a groove in the shaft engaged by the spring key.

in the construction defined in claim 1, foregoing. the means by which the bushing positions the shaft comprising a spring key carried by the bushing. the shaft having two grooves for alternative engagement with said spring key, the one at normal position and he other at resetting position, the bushing being constructed for housing and positionine: the spring kev so that said key is cu ied with the bushing in the adjustment of the latter.

5. In the construction defined in claim 1,

foregoing, the means by Which the bushing positions the shaft, comprising a spring key carried by the bushing and a groove in the shaft engaged by the spring key, the bushing comprising two members which are interlocked for rotation in adjusting the bushing, and spaced at their interlocking ends for housing and positioning the spring key.

6. In the construction defined in claim 1, foregoing, the means by Which the bushing positions the shaft, comprising a spring key carried by the bushing and grooves in the shaft for engagement by the spring key, the

March, 1922.

JOHN K. OLSEN. 

